文档介绍：该【基于CSR共同规范的船体梁极限强度分析 】是由【青山代下】上传分享，文档一共【5】页，该文档可以免费在线阅读，需要了解更多关于【基于CSR共同规范的船体梁极限强度分析 】的内容，可以使用淘豆网的站内搜索功能，选择自己适合的文档，以下文字是截取该文章内的部分文字，如需要获得完整电子版，请下载此文档到您的设备，方便您编辑和打印。第1期船海工程 2013年02月 SHIP&0CEAN ENGINEERING DOI:.1671- 基于CSR共同规范的船体梁极限强度分析胡胜谦,张延昌,刘昆(江苏科技大学船舶与海洋工程学院,江苏镇江212003) 摘要:基于CSR共同规范编制船体梁极限强度的简化逐步破坏法计算程序,以12 000 DWT油船为工程实例,按共同规范的两种方法(简化逐步破坏法、有限元法),分析该船体梁的极限强度。研究表明,该油船极限强度校核应重点关注甲板部分结构;简化逐步破坏法可快速准确地计算船体梁的极限弯矩,相对较成熟; 而非线性有限元法方面,共同规范需要在模型化技术方面进一步完善相关细节,就未破损船体梁极限强度计算而言,建议可在模型纵向尺度和横向构件建模方面做适当简化。关键词:极限强度;共同规范;简化逐步破坏法;非线性有限元法中图分类号: 文献标志码:A 文章编号:1671-7953(2013)01-0005-05 ,具有计算简便、快捷的特点,但该方法步破坏法计算程序,各计算程序的对比研究可参基于弹性材料的假设,不能真实地反映结构的实见文献[4],其中由船级社编制的逐步破坏法计际承载能力。。域的热点研究课题【1j,船舶结构设计方法也从传I输入目标船横剖面参数统的许用应力准则设计向能够更加准确的反映结 l 构强度特l生的极限状态设计转变。分为纵向加筋板、硬角、横向加筋板单元l ,利用Visual Basic J 极限强度的简化逐步破坏法计算程序。以 1 血几沸姑 1妇 n r}.|由J 12 000 DWT油船为工程实例,采用CSR共同规范 l计算各单元应变、应力的简化逐步破坏法及有限元法,计算该船体梁的 l l总和各单元应力得到当前曲率下总纵弯矩l 极限强度,并对两种方法进行对比分析。 I 否1 基于共同规范的极限强度分析方法— 运用简化逐步破坏法计算船体梁极限强度的图1简化逐步破坏法流程流程图见图1,其求解关键在于各单元应力一应变本文编制的简化逐步破坏法计算程序采用的关系的确定。在共同规范推出极限强度的简化逐是共同规范中给出的单元应力一应变关系,规范将步破坏法计算相关规定之前,学界已对简化逐步船体梁横剖面的总纵承载构件划分为纵向加筋破坏法进行了较为广泛的研究,并基于不同的单板、硬角、横向加筋板三种单元,考虑了以下几种失效模式,:①硬角单元、受拉的纵向加强筋单元和横向收稿日期:2011—12—06 加强筋单元为理想弹塑性损坏;②受压的纵向加修回日期:2012—03—05 基金项目:船舶工业国防预研基金项目() 强筋单元为梁柱屈曲、扭转屈曲、折边型材腹板局第一作者简介:胡胜谦(1986一),男,硕士生部屈曲、扁钢腹板局部屈曲;③受压的横向加筋板研究方向:船舶结构强度单元为板材屈曲。共同规范对极限强度计算的相E-mail:******@yahoo。关规定均以附录的形式给出:油船共同规范参见5新型舷侧防护结构耐撞性能研究——蔺晓红,王敏International Symposium on Practical Design of Ships and ship in collision[J].Journal of Ship Mechanics,2001, Mobile ,Holland,1998:173—179. 5(6):41_49. [3][D]. [5]孙清磊,刘令,:上海交通大学,2000. 下碰撞特性的影响[J].船海工程,2012(4):98- [4]WANG Z L,GU Y N,HU Z lag of struck 101. Research of the New Broadside Structural against Collision LIN Xiao-hong ,WANG Min (1 School of Naval Architecture and Ocean Engineering,Huazhong University of Science and Technology,Wuhan 430074,China; 2 School 0f Naval Architecture and Ocean Engineering,Dalian University of Technology,Dalian Liaoning 1 16023,China) Abstract:The numerical method was employed to simulate the whole dynamic process of ship collision,and the results showed that the conventional side structure has many disadvantages against of three kinds of new type side structures including hat—profile,diamond-profile and semicircle—profile were established for a ,and the crashworthiness was compared between the new type models and the conventional model in the aspects of impact loading,damage deformation and en—ergy absorption and results indicated taht the semicircle—profile model has the best crashworthiness. ey words:shiKp collision;numerical simulation;broadside structure;crashworthiness (上接第8页) [4]SOARES C G,LUIS R M,NIOLOV KP,et — t997. mark study on the use of simplified structural codes to [6]丁艳伟, the uhimate strength of a damaged ship hull[J]. [J].船海工程,2011(4):4447. International Shipbuilding Progress,2008,55:87—107. [7]张延昌,王自力,王琦,[5]RECLIKNG of box girder under bending 构支架极限强度研究[J].实验力学,2010,25(3): and shear[R].Proceeding ofISSC 1 9 9 7,Pergamon, 339—345. 0n the Uhimate Hull Girder Strength Calculation Based mon Structural Rules HU Sheng-qian,ZHANG Yan-chang,LIU un K(School of Naval Architecture and Ocean Engineering,Jiangsu University of Science and Technology,Zhenjiang Jiangsu 2120￣3,China) Abstract:A program plied to calculate the ultimate strength of ship hull girder based on mon structural rules (CSR).With Smithg method and finite element method(FEM)proposed in CSR,the ultimate strength of a 12 000 DWT tanker was analysis showed that ultimate strength check of this tanker should focus on the deck structure,Smith's method can proceed ultimate strength calculation rapidly and accurately,which is relatively mature,and the ultimate strength regulation of CSR needs supplementary provisions about modeling technique of the intact hull,the proper simplification of longitu—dinal scale and transverse structure in modeling were suggested. ey words:ultKimate mon structural rules,Smithg method;nonlinear finite element method 13